EP1185432B1 - Procede et dispositif pour declencher une demande de prise en charge pour des vehicules a vitesse regulee - Google Patents

Procede et dispositif pour declencher une demande de prise en charge pour des vehicules a vitesse regulee Download PDF

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Publication number
EP1185432B1
EP1185432B1 EP01913630A EP01913630A EP1185432B1 EP 1185432 B1 EP1185432 B1 EP 1185432B1 EP 01913630 A EP01913630 A EP 01913630A EP 01913630 A EP01913630 A EP 01913630A EP 1185432 B1 EP1185432 B1 EP 1185432B1
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European Patent Office
Prior art keywords
deceleration
vehicle
take
values
driver
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Expired - Lifetime
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EP01913630A
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German (de)
English (en)
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EP1185432A1 (fr
Inventor
Manfred Hellmann
Hermann Winner
Albrecht Irion
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/06—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure
    • B60K31/10—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/06—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure
    • B60K31/10—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means
    • B60K31/102—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/18—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including a device to audibly, visibly, or otherwise signal the existence of unusual or unintended speed to the driver of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain

Definitions

  • the present invention is based on a method as well a device according to the generic terms of the two independent Claims to initiate a takeover request for Vehicles with adaptive cruise control.
  • Adaptive or Dynamic Cruise Control Such an adaptive cruise control system is intended to serve the driver as a comfortable assistance system, which limits the acceleration and deceleration dynamics with which the control system controls the drive and brakes of the vehicle. Furthermore, an adaptive cruise control should and can not relieve the driver of any responsibility, but merely relieve him of monotonous and tedious tasks.
  • the existing ACC systems are therefore consciously unable to independently initiate a sharp braking or even a full braking, although the system sensors can detect dangerous situations.
  • all existing ACC systems provide a so-called takeover request (ÜNA), which is activated when the maximum delay provided by the automatic system is no longer sufficient to avoid a collision.
  • the takeover request signals to the driver acoustically, visually, haptically or kinesthetically that a manual intervention by means of the brake pedal is necessary, since the system in the given design can no longer control the situation in the near future.
  • the driver always has priority over the driving control system in that he can override or disable the system by pressing the accelerator or the brake pedal and thus can override the automatic cruise control.
  • this system has a radar system and a vehicle speed sensor, from the measured values of which an acceleration demand signal is generated, which is used to control the throttle and the brakes (EGAS system).
  • a limiter ensures that the acceleration demand signal does not leave the range between a predetermined maximum and minimum value, in order to ensure an intended driving comfort of the vehicle occupants.
  • the driver is notified in this system via a flashing light, a tone generator, a haptic or a combination of these options.
  • EP 0 348 691 B1 describes concepts for haptic signaling but no method is described that Refers to a triggering of a takeover request.
  • the object of the present invention is accordingly To develop criteria based on the activation of a Takeover request can be triggered, so that the frequency reduced the false alarms to a possible minimum becomes.
  • aWarn the magnitude of the acceleration requirement
  • aWarn the magnitude of the acceleration requirement
  • the vehicle is decelerated, the braking force being dependent on the magnitude of a warning.
  • the system may trigger a takeover request, although the situation would not require it. This creates false warnings that can irritate the driver and make the system seem immature.
  • a second acceleration quantity is introduced, which is designated below as aSoll.
  • aSoll must also, like aWarn, fall below a certain negative acceleration threshold, designated in the exemplary embodiment by "aMaxVerzög + Offset2" 231, so that both criteria jointly trigger the acceptance request.
  • aSoll is the quantity that is forwarded to the brake control or, in the case of drive, is forwarded to the engine control, where it is converted into a motor setpoint torque.
  • the size aSoll which acts directly on driveline and retardation elements, is limited in a number of ways.
  • the maximum allowable acceleration value is limited by both a positive and a negative limit value in order to convey a comfortable driving feeling.
  • the temporal change of the acceleration value in the limiter 103 is limited in order to prevent the so-called "jerk" during a load change.
  • the two switching threshold values "aMaxVerzög + Offset1" 221 and “aMaxVerzög + Offset2" 231 for the input variables awarn and aSoll, below which the takeover request 109 is triggered, according to the invention can be changed during operation, so that the switching thresholds can be set to the current driving situation .
  • the value aMaxVerzög is formed as a function of the current driving speed, which means that the starting point of the deceleration can be selected differently at different speeds.
  • the automatic braking behavior of the ACC system has been made dependent on the instantaneous speed in order to produce a braking behavior that corresponds to that of a responsible driver. Furthermore, this results in the impression of more comfortable and pleasant driving, also with regard to the time gradient limitation of the size aSoll.
  • FIG. 1 shows a block diagram of an embodiment according to the invention.
  • FIG. 1 shows a block diagram of an ACC system in detail. It is shown in detail how the decision to trigger the takeover request is formed from the input variables.
  • the distance dZO between the own and the preceding vehicle, the relative speed of the target object vRelZO related to the preceding vehicle and the acceleration of the target object aZO enter as input variables in the function block 101, in which the value aWarn is formed. This formation of the value aWarn can be done by calculation by means of a mathematical formula or by depositing a characteristic field or table in block 101.
  • fWarn is a factor that can either be fixed as a parameter or variably calculated; in the latter case may preferably be a function of the adjusted time gap. With this factor fWarn, for example, the time interval set by the driver or a driving program specified by the driver (comfortable, safe, economical, sporty, ...) can be taken into account. The thus calculated variable aWarn is then forwarded to the function block 105.
  • the quantity aSoll is formed by means of the input variables distance dZO, the relative velocity of the target object vRelZO and the acceleration of the target object aZO. This happens again, as in block 101 by a mathematical formula or by stored maps or tables.
  • the value aSoll thus formed is fed to a limiter, which limits this quantity with regard to the minimum or maximum values as well as with respect to the temporal acceleration change and is supplied to the decision block 106 as the size aSollStern.
  • this quantity is passed on to the throttle control and the brake control, which are designated "EGAS system" in FIG. 1, where they are converted to the drive and brake systems.
  • the maximum delay aMaxVerzög controllable by the ACC system is formed and supplied to the decision blocks 105 and 106.
  • the maximum controllable by the adaptive cruise control system delay "aMaxVerzög + Offset2" is hereby changed depending on the current driving speed, so that the system has at any time over a maximum large but comfortable dynamic range.
  • an inequality is monitored. Here it is checked if the condition aWarn ⁇ aMaxDelay + Offset1 is satisfied. If this is the case, then signaled to the subsequently connected AND gate 107 in a suitable manner that the condition to be checked in block 105 is met. Likewise, decision block 106 checks to see if the condition aSollStern ⁇ aMaxDelete + Offset2 is fulfilled whose variables consist of the input variables aSollStern and aMaxVerzög. In case the inequality (4) is satisfied, the decision block 106 also appropriately signals to the AND gate 107 that a trigger condition is satisfied.
  • the offset values Offset1 and Offset2 are parameters that allow the warning thresholds according to Eq. (3) and Eq.
  • the AND gate 107 monitors whether all inputs simultaneously report that the conditions of the upstream decision blocks 105 and 106 are met. If this is the case, the AND gate 107 signals the OR gate 108 that the conditions for triggering the acceptance prompts are met. The OR gate 108 signals the takeover request 109 that this should be triggered and the driver is informed by the fact that the comfortable system braking is insufficient to obtain a sufficient delay.
  • the function blocks 110 which is connected to one of the inputs of the AND gate 107, as well as 111, which is connected to an input of the OR gate 108, additional criteria regarding the activation of the takeover request can be taken into account.
  • the function block 110 is connected on the output side to an input of the AND gate 107.
  • This function 110 may be expediently a monitoring of the active operating state.
  • block 110 would monitor the operating state of the ACC control and report it to block 107 in an appropriate manner.
  • it would be useful as an AND condition to introduce a speed dependency that allows activation of the takeover request only if the vehicle meets certain speed requirements. This has the consequence that the transfer signal is actually activated only when the ACC control and regulating device can actively control the gas and the brake
  • a self-diagnostic function Determine if the ACC control unit works perfectly. In the event that this device does not work works error-free, in the function block 111 is an output signal generated, which receives the OR gate 108 and ultimately causes activation of the takeover request. This ensures that the driver in case of malfunction is asked to take over and become the ACC control device following the operation of the Brake pedal can safely switch off itself. Furthermore is It is advantageous to check if the sensor function is ensured is. So it is useful a blindness detection signal or to process a rain detection signal or to process a signal in restricted visibility such as fog, a warning of standing Causes objects in their own lane.
  • FIG. 2 shows a scenario of an ACC-operated vehicle, as it can occur at any time in reality.
  • This presentation consists of 4 diagrams drawn together, in each of which a characteristic size was plotted against time.
  • diagram 210 the distance to the target object dZO is plotted against time.
  • diagram 220 the warning acceleration aWarn was also plotted against time.
  • the drawn boundary 221 here denotes the threshold value "aMaxVerzög + Offset1", at the exceeding of which a corresponding signaling is forwarded to the AND gate 107 from FIG.
  • the limited target acceleration aSollStern versus time was plotted. This is the size that also receives control for the electronically controlled throttle (EGAS) or an electronically controlled brake.
  • EGAS electronically controlled throttle
  • the drawn value 231 again represents the threshold value "aMaxVerzög + Offset2", below which a corresponding signaling to the AND gate 107 is passed on.
  • the takeover request has been represented as a digital signal.
  • the edge from “0" to “1” means activation of the takeover request signal.
  • the pulse duration of the UNA (t) signal depends on the duration of the transfer signal.
  • the ÜNA (t) curve returns from "1" to "0” again.
  • the 4 diagrams 210, 220, 230 and 240 are arranged such that the time beams are parallel. This makes it possible to represent points of the same time by vertical lines, which were entered in dashed lines in Figure 2.
  • the time b is consequently the start time of this light braking maneuver and c the End time of this brake maneuver.
  • the trigger thresholds 221 and 231 are, as already mentioned, not fixed, but variable threshold values and can be made dependent on parameters such as speed.
  • the curves "aWarn (t)" 220 and “aSoll (t)” 230 have been normalized to better understand the thresholds 221 and 231, so that the thresholds themselves appear as a constant value, ie as a horizontal in the diagram.
  • the calculation of aWarn considers both the need to reduce the existing relative velocity within the available distance dWarn and the absolute deceleration of the target object, which must additionally be applied to avoid a collision.
  • the value of dWarn can still be modified by the factor fWarn to take into account the time gap or a driving program specified by the driver.
  • the takeover request can either alert the driver for a defined, specific time period or else alert the driver until the triggering criteria are no longer met. Necessarily, the request must be activated for a minimum time, as in the case of a very brief alarm this must be noticeable to the driver and clearly understandable. It is also appropriate that a minimum period of time must elapse between two takeover requests so as not to overload the driver with ACC alarms. In addition to such time conditions, however, the takeover request can also be changed depending on distance conditions. Thus, it is useful, for example, that a takeover request that has been activated once remains in effect until a minimum distance to the target object has been reached again or the distance to the target object increases again. In the ÜNA-t diagram of FIG. 2, the deactivation of the acceptance request in the form of a negative edge from "1" to "0" was not shown, since this would have a different course depending on the time duration and the reset condition.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Regulating Braking Force (AREA)

Claims (7)

  1. Procédé destiné à avertir le conducteur d'un véhicule comprenant un régulateur de vitesse adaptatif pour notifier au conducteur l'activation d'une demande de prise en charge (ÜNA, 109) qui signale qu'une force/pression maximale de freinage pouvant être commandée par le régulateur de vitesse adaptatif est exercée et que la décélération résultante ne suffit pas à freiner automatiquement le véhicule doté du régulateur de vitesse en temps utile et en quantité suffisante, au moins deux critères (aWarn, aSollStern) étant remplis simultanément par rapport aux valeurs de décélération pour activer la demande de prise en charge (ÜNA, 109), au moins deux de ces critères étant des valeurs qui correspondent à une décélération, l'une de ces deux valeurs (aWarn) représentant une condition de décélération pour éviter une collision,
    caractérisé en ce que
    une autre valeur (aSollStern) de ces au moins deux valeurs représente une décélération du véhicule produite par le véhicule sur les éléments de freinage, décélération qui est limitée par rapport à au moins une des grandeurs par une modification de décélération dans le temps, une partie de décélération maximale et une décélération absolue maximale.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la valeur de la force/pression maximale de freinage aMaxVerzög pouvant être commandée par le régulateur de vitesse adaptatif peut être modifiée, notamment en fonction de la vitesse de conduite du moment précis, en fonction des rapports sur la voie et/ou en fonction de la charge du véhicule.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    le système de décision selon l'invention destiné à activer une demande de prise en charge (109) est rendu dépendant d'au moins une autre condition au moyen d'une liaison ET (107), chaque condition supplémentaire devant être remplie pour pouvoir activer un déclenchement de la demande de prise en charge, l'une de ces autres conditions étant de manière appropriée un signal qui notifie que le système ACC régule le véhicule de manière active.
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    le système de décision selon l'invention destiné à activer une demande de prise en charge (109) est rendu dépendant d'au moins une autre condition au moyen d'une liaison OU (108), chaque condition supplémentaire pouvant déterminer individuellement le déclenchement de la demande de prise en charge (109), l'une de ces autres conditions étant de manière appropriée un signal qui notifie qu'un fonctionnement déficient du système ACC a été constaté.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que,
    dans le cas où la demande de prise en charge est activée, l'avertissement est généré pour un temps minimal et/ou un temps minimal doit s'écouler entre deux avertissements et/ou l'avertissement est maintenu jusqu'à ce qu'une distance minimale par rapport au véhicule précédent est de nouveau atteinte et/ou jusqu'à ce que la distance par rapport au véhicule précédent a été réaugmentée et/ou jusqu'à ce que le conducteur intervienne dans la conduite en actionnant la pédale d'accélération ou de freinage ou le contacteur/interrupteur.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que,
    pour former les critères relatifs aux valeurs de décélération, au moins un facteur est intégré et prédéterminé ou calculé de manière modulable, pour convertir un programme de conduite choisi par le conducteur (confortable, sportif, de sécurité, économique) dans le comportement de déplacement du système automatique de régulation ACC.
  7. Dispositif destiné à avertir le conducteur d'un véhicule comprenant un régulateur de vitesse adaptatif pour notifier au conducteur l'activation d'une demande de prise en charge qui signale qu'une force/pression maximale de freinage pouvant être commandée par le régulateur de vitesse adaptatif est exercée et que la décélération résultante ne suffit pas à freiner automatiquement le véhicule doté du régulateur de vitesse en temps utile et en quantité suffisante, de préférence pour réaliser un des procédés selon l'une des revendications 1 à 7, dans lequel, pour activer la demande de prise en charge (109) au moins deux critères (aWarn, aSollStern) sont remplis simultanément par rapport aux valeurs de décélération, au moins deux de ces critères étant des valeurs qui correspondent à une décélération, l'une de ces deux valeurs (aWarn) représentant une condition de décélération pour éviter une collision,
    caractérisé en ce que
    une autre valeur (aSollStern) de ces au moins deux valeurs représente une décélération du véhicule produite par le véhicule sur les éléments de freinage, décélération qui est limitée par rapport à au moins une des grandeurs par une modification de décélération dans le temps, une partie de décélération maximale et une décélération absolue maximale.
EP01913630A 2000-03-28 2001-02-14 Procede et dispositif pour declencher une demande de prise en charge pour des vehicules a vitesse regulee Expired - Lifetime EP1185432B1 (fr)

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JP2003528763A (ja) 2003-09-30
DE10015299A1 (de) 2001-10-04
EP1185432A1 (fr) 2002-03-13
KR100795619B1 (ko) 2008-01-17
US6941215B2 (en) 2005-09-06
US20030130783A1 (en) 2003-07-10
KR20020021378A (ko) 2002-03-20
JP4741156B2 (ja) 2011-08-03
DE50105106D1 (de) 2005-02-24
WO2001072545A1 (fr) 2001-10-04

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